Rear suspension assembly for a vehicle

ABSTRACT

A utility vehicle includes a rear suspension assembly which has a trailing arm generally extending longitudinally. The trailing arm includes a joint along a longitudinal length of the trailing arm. Also, the rear suspension assembly includes an upper radius rod extending in a generally lateral direction relative to a centerline of the vehicle. Additionally, the rear suspension assembly includes a lower radius rod extending in a generally lateral direction relative to the centerline of the vehicle. The rear suspension assembly further includes a suspension member configured to control toe of the at least one rear ground-engaging member.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority to U.S. Provisional PatentApplication No. 63/282,368, filed Nov. 23, 2021, the entire disclosureof which is incorporated herein by reference.

FIELD OF THE DISCLOSURE

The present disclosure relates to a rear suspension assembly for autility vehicle and, more particularly, to a rear suspension assemblyincluding a suspension member configured to control toe of the rearground-engaging members during suspension travel.

BACKGROUND OF THE DISCLOSURE

On-road and off-road vehicles include a rear suspension assembly. Forexample, in the context of off-road vehicles, various embodiments of arear suspension assembly may include trailing arms which generallyextend in a forward-aft direction and control arms or radius rods whichgenerally extend in a lateral direction.

However, despite the inclusion of a trailing arm and/or radius rod, therear wheel may toe in or toe out when the vehicle rebounds or at fullcompression, and through the full travel of the suspension. In this way,the vehicle may not rebound with the rear wheels facing in thelongitudinal direction. As such, there is a need for a rear suspensionassembly which decreases the toe change, especially when the vehiclerebounds and when the rear suspension assembly is at a full compressionposition.

SUMMARY OF THE DISCLOSURE

According to an illustrative embodiment of the present disclosure, autility vehicle includes a frame assembly extending longitudinally alonga centerline of the vehicle; at least one front ground-engaging membersupporting the frame assembly; at least one rear ground-engaging membersupporting the frame assembly; and a rear suspension assembly operablycoupled to the frame assembly and the at least one rear ground-engagingmember, the rear suspension assembly including a trailing arm generallyextending longitudinally and operably coupled to the frame assembly andthe at least one rear ground-engaging member, the trailing arm includinga joint along a longitudinal length of the trailing arm; an upper radiusrod extending in a generally lateral direction relative to thecenterline of the vehicle and operably coupled to the trailing arm; alower radius rod extending in the generally lateral direction relativeto the centerline of the vehicle and operably coupled to the trailingarm; and a suspension member configured to control toe of the at leastone rear ground-engaging member and operably coupled to the trailing armand to the frame assembly.

In a further embodiment, the suspension member is operably coupled tothe trailing arm forward of the joint.

In a further embodiment, the suspension member is operably coupled tothe trailing arm rearward of the joint.

In a further embodiment, the suspension member includes a first linkpositioned at least partially forward of a longitudinal midpoint of theat least one ground engaging member and a second link positioned atleast partially rearward of the longitudinal midpoint of the at leastone ground engaging member, the suspension member being coupled to thefirst link forward of the a longitudinal midpoint of the at least oneground engaging member

In a further embodiment, the suspension member is operably coupled tothe trailing arm at the joint.

In a further embodiment, the joint includes one degree of freedom.

In a further embodiment, the joint includes a substantially verticalaxis of rotation.

In a further embodiment, the rear suspension assembly includes a shockabsorber having an upper end operably coupled to the frame assembly anda lower end operably coupled to the trailing arm rearward of the joint.

According to an illustrative embodiment of the present disclosure, autility vehicle includes a frame assembly extending longitudinally alonga centerline of the vehicle; at least one front ground-engaging membersupporting the frame assembly; at least one rear ground-engaging membersupporting the frame assembly; and a rear suspension assembly operablycoupled to the frame assembly and the at least one rear ground-engagingmember, the rear suspension assembly comprising a trailing arm generallyextending longitudinally and including a front end operably coupled tothe frame assembly and a rear end operably coupled to the at least onerear ground- engaging member; an upper radius rod extending in agenerally lateral direction relative to the centerline of the vehicleand including an outside end operably coupled to the trailing arm and aninside end extending toward the centerline of the vehicle; a lowerradius rod extending in the generally lateral direction relative to thecenterline of the vehicle and operably coupled to the trailing arm; anda suspension member configured to control toe of the at least one rearground-engaging member and operably coupled to the trailing arm and tothe frame assembly at positions within a zone defined by the trailingarm, the upper radius rod, and a plane defined between the front end ofthe trailing arm and the inner end of the upper radius rod as viewedfrom above.

In a further embodiment, a distance between a position at which thesuspension member 70 is coupled to the frame and a nearest point on theplane P is about 1:12 of a distance from the front end of the trailingarm and the inner end of the upper radius rod which define the plane P.

In a further embodiment, the trailing arm includes a first longitudinalportion and a second longitudinal portion, the first and secondlongitudinal portions are pivotable relative to each other at a joint.

In a further embodiment, the joint includes one degree of freedom.

In a further embodiment, the joint defines a substantially verticalpivot axis.

In a further embodiment, the suspension member is coupled to the firstlongitudinal portion of the trailing arm.

In a further embodiment, the suspension member is coupled to the secondlongitudinal portion of the trailing arm.

In a further embodiment, the suspension member includes a first linkpositioned at least partially forward of a longitudinal midpoint of theat least one ground engaging member and a second link positioned atleast partially rearward of the longitudinal midpoint of the at leastone ground engaging member, the suspension member being coupled to thefirst link forward of the a longitudinal midpoint of the at least oneground engaging member

In a further embodiment, the suspension member is coupled to thetrailing arm at the joint.

In a further embodiment, at least one rear ground-engaging memberincludes a knuckle, the trailing arm and the upper and lower radius rodsbeing coupled to the knuckle.

In a further embodiment, the second longitudinal portion of the trailingarm is angled relative to the centerline of the vehicle at a fixed angleand the rear suspension assembly is operable to maintain the secondlongitudinal portion at the fixed angle relative to the centerline ofthe vehicle through travel of the rear suspension assembly.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

FIG. 1 is a front left perspective view of a utility vehicle of thepresent disclosure;

FIG. 2 is a rear right perspective view of the vehicle of FIG. 1 ;

FIG. 3 is a left side view of the vehicle of FIG. 1 ;

FIG. 4 is a right side view of the vehicle of FIG. 1 ;

FIG. 5 is a top view of the vehicle of FIG. 1 ;

FIG. 6 is a front view of the vehicle of FIG. 1 ;

FIG. 7 is a rear view of the vehicle of FIG. 1 ;

FIG. 8 is a front view of a schematic of a rear suspension assembly ofthe vehicle of FIG. 1 ;

FIG. 9 is a side view of the rear suspension assembly of FIG. 8 ;

FIG. 10 is a rear view of a rear suspension assembly of FIG. 8 ;

FIG. 11 is a top view of the rear suspension assembly of FIGS. 8 ;

FIG. 12 is a front left perspective view of the rear suspension assemblyof FIG. 8 ;

FIG. 13 is a rear left perspective view of the rear suspension assemblyof FIG. 8 ;

FIG. 14 is a detailed view of the rear suspension assembly of FIG. 8engaged with a rear-ground engaging member;

FIG. 15 is another detailed view of the rear suspension assembly of FIG.14 ;

FIGS. 16-20 are front views of the rear suspension assembly of FIG. 8illustrated throughout varying loading configurations of the rearsuspension assembly;

FIGS. 21-25 are top views of the rear suspension assembly of FIG. 8illustrated throughout varying loading configurations of the rearsuspension assembly;

FIG. 26 is a front view of another embodiment of a rear suspensionassembly of the vehicle of FIG. 1 ;

FIG. 27 is a side view of the rear suspension assembly of FIG. 26 ;

FIG. 28 is a rear view of a rear suspension assembly of FIG. 26 ;

FIG. 29 is a top view of the rear suspension assembly of FIG. 26 ;

FIG. 30 is a front left perspective view of the rear suspension assemblyof FIG. 26 ;

FIG. 31 is a rear left perspective view of the rear suspension assemblyof FIG. 26 ;

FIG. 32 is an expanded view of the rear suspension assembly of FIG. 26engaged with a rear-ground engaging member;

FIG. 33 is another detailed view of the rear suspension assembly of FIG.32 ;

FIGS. 34-38 are front views of the rear suspension assembly of FIG. 26illustrated throughout varying loading configurations of the rearsuspension assembly;

FIGS. 39-42 are top views of the rear suspension assembly of FIG. 26illustrated throughout varying loading configurations of the rearsuspension assembly;

FIG. 43 is a front view of another embodiment of a rear suspensionassembly of the vehicle of FIG. 1 ;

FIG. 44 is a side view of the rear suspension assembly of FIG. 43 ;

FIG. 45 is a rear view of a rear suspension assembly of FIG. 43 ;

FIG. 46 is a top view of the rear suspension assembly of FIG. 43 ;

FIG. 47 is a front left perspective view of the rear suspension assemblyof FIG. 43 ;

FIG. 48 is a rear left perspective view of the rear suspension assemblyof FIG. 43 ;

FIG. 49 is an expanded view of the rear suspension assembly of FIG. 43engaged with a rear-ground engaging member;

FIG. 50 is another detailed view of the rear suspension assembly of FIG.49 ;

FIGS. 51-55 are front views of the rear suspension assembly of FIG. 43illustrated throughout varying loading configurations of the rearsuspension assembly; and

FIGS. 56-60 are top views of the rear suspension assembly of FIG. 43illustrated throughout varying loading configurations of the rearsuspension assembly.

FIG. 61 is a front view of another embodiment of a rear suspensionassembly of the vehicle of FIG. 1 ;

FIG. 62 is a side view of the rear suspension assembly of FIG. 61 ;

FIG. 63 is a rear view of a rear suspension assembly of FIG. 61 ;

FIG. 64 is a top view of the rear suspension assembly of FIG. 61 ;

FIG. 65 is a front left perspective view of the rear suspension assemblyof FIG. 61 ;

FIG. 66 is a rear left perspective view of the rear suspension assemblyof FIG. 61 ;

FIG. 67 is an expanded view of the rear suspension assembly of FIG. 61engaged with a rear-ground engaging member;

FIG. 68 is another detailed view of the rear suspension assembly ofFIGS. 67 ;

FIGS. 69-73 are front views of the rear suspension assembly of FIG. 61illustrated throughout varying loading configurations of the rearsuspension assembly; and

FIGS. 74-77 are top views of the rear suspension assembly of FIG. 61illustrated throughout varying loading configurations of the rearsuspension assembly.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the some of the drawings are notnecessarily to scale and certain features may be exaggerated in order tobetter illustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. Forexample, while the following description refers primarily to utilityvehicles, certain features described herein may be applied to otherapplications such as all-terrain vehicles, snowmobiles, motorcycles,mopeds, etc.

Referring to FIG. 1 , an illustrative embodiment of a utility vehicle 10is shown which is configured to traverse a variety of terrains,including mud, rocks, dirt, and other trail or off-road conditions. Thevehicle 10 may be referred to as a utility vehicle (“UV”), anall-terrain vehicle (“ATV”), or a side-by-side vehicle (“S×S”) and isconfigured for travel over various terrains or surfaces. Moreparticularly, the vehicle 10 may be configured for military, industrial,agricultural, or recreational applications.

The vehicle 10 includes a plurality of ground-engaging members,including front ground-engaging members 12 (e.g., front wheels) andrear-ground engaging members 14 (e.g., rear wheels), a powertrainassembly 16, a frame assembly 20, a plurality of body panels 22 coupledto frame assembly 20, a front suspension assembly 24 supported by afront portion of frame assembly 20, a rear suspension assembly 26supported by a rear portion of frame assembly 20, and a rear cargo area28 supported by the rear portion of frame assembly 20. As shown in FIG.1 , the vehicle 10 extends between the front and rear ground-engagingmembers 12, 14 in a longitudinal direction along a longitudinal vehiclecenterline L (FIG. 3 ). A prop shaft or other mechanism may extendbetween various components of the powertrain assembly 16 to providemotive power to the front and/or rear ground-engaging members 12, 14.

In one embodiment, one or more ground-engaging members 12, 14 may bereplaced with tracks, such as the PROSPECTOR II tracks available fromPolaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn.55340, or non-pneumatic tires as disclosed in any of U.S. Pat. No.8,109,308, filed on Mar. 26, 2008; U.S. Pat. No. 8,176,957, filed onJul. 20, 2009; and U.S. Pat. No. 9,108,470, filed on Nov. 17, 2010; andU.S. Patent Application Publication No. 2013/0240272, filed on Mar. 13,2013, the complete disclosures of which are expressly incorporated byreference herein.

Referring still to FIG. 1 , the vehicle 10 includes an operator area 30supported by frame assembly 20 and which includes seating for at leastan operator and a passenger. Illustratively, one embodiment of thevehicle 10 includes an operator seat 32 and a front passenger seat 34.More particularly, the operator seat 32 and front passenger seat 34 arein a side-by-side arrangement. The operator seat 32 includes a seatbottom, illustratively a bucket seat, and a seat back. Similarly, thefront passenger seat 34 includes a seat bottom, illustratively a bucketseat, and a seat back.

Referring to FIGS. 2-4 , the rear suspension assembly 26 is shown. Therear suspension assembly 26 is a trailing arm-type suspension generallycomprised of trailing arms 40, an upper or first radius rod 42, a loweror second radius rod 44, a torsion or sway bar 46, and shock absorbers48. Illustratively, both a right and left side of vehicle 10 includesthe trailing arm 40, radius rods 42, 44, and shock absorbers 48 suchthat both right and left rear ground-engaging members 14 are eachoperably coupled to one trailing arm 40, upper and lower radius rods 42,44, and one shock absorber 48. More particularly, each of the rearground-engaging members 14 includes a wheel hub 50 and a knuckle 52, andat least the trailing arms 40 and radius rods 42, 44 are operablycoupled to the knuckle 52.

Additionally, each of the rear ground-engaging members 14 includes arear axle 56 (e.g., a half shaft) extending between a rear final drivemember (not shown) and the knuckle 52. The rear axles 56 are configuredto rotate the rear ground-engaging members 14 during operation of thevehicle 10. The rear axles 56 extend laterally and may be generallyperpendicular to the centerline L of vehicle 10 (FIG. 3 ).

Referring again to FIGS. 2-4 , the trailing arms 40 include a firstcoupler 58 positioned at a forward portion thereof and a second coupler60 positioned at a rearward portion thereof. The first coupler 58 isconfigured to operably couple trailing arms 40 to the frame assembly 20(FIG. 3 ) and the second coupler 60 is configured to operably couple thetrailing arms 40 to the rear ground-engaging member 14 (FIG. 2 ). Thefirst coupler 58 is configured to allow the trailing arms 40 to pivot orrotate in a generally vertically direction relative to the frameassembly 20. The trailing arm 40 is operably coupled to the knuckle 52of rear ground-engaging member 14 through the second coupler 60.

In one embodiment, the trailing arms 40 are configured to extend in agenerally longitudinal or forward-aft direction between the first andsecond couplers 58, 60. More particularly, the trailing arms 40 may begenerally parallel to the centerline L of vehicle 10 and/or may have alongitudinal directional component angled less than 45° relative to thecenterline L. Through the couplers 58, 60, the trailing arms 40 areconfigured to pivot about a generally horizontal axis during operationof the vehicle 10, especially as the vehicle 10 traverses variousterrain.

Various configurations of the rear suspension assembly 26 may beimplemented on the vehicle 10 are shown schematically and discussedherein in more detail. For example, FIGS. 8-25 illustrate a firstembodiment of a rear suspension assembly 26 for controlling toe of therear ground-engaging members 14.

As illustrated in FIGS. 8-15 , each of the trailing arms 40 may becomprised as a single component or may be comprised of a plurality ofcomponents coupled together, such as a first longitudinal portion 67, asecond longitudinal portion 69, and a joint 68 positioned between thefirst and second longitudinal portions 67, 69. The joint 68 is operableto permit the first and second longitudinal portions 67, 69 to pivotrelative to each other. Any number of types of joints may beimplemented. For example, in one embodiment, the joint 68 includes onedegree of freedom. The joint 68 may include a substantially verticalaxis of rotation A (FIG. 9 ). This configuration allows the first andsecond longitudinal portions 67, 69 to pivot relative to one anotherwithin a substantially horizontal plane whereas the first and secondlongitudinal portions 67, 69 do not pivot relative to each other withina vertical plane. In this way, the first and second portions 67, 69 movelaterally relative to each other and do not move vertically relative toeach other. Rather, the vertical movement of trailing arm 40 occursduring travel of rear suspension assembly 26 and first and secondportions 67, 69 move together during such vertical travel. The joint 68can couple the first and second longitudinal portions 67, 69 via arevolute joint such as a pin, hinge, or knuckle joint.

The rear suspension assembly 26 further includes a suspension member 70.The suspension member 70 includes a first portion 72A and a secondportion 72B. The first portion 72A is coupled to the trailing arm 40 andthe second portion 72B is coupled to the frame assembly 20. For example,the trailing arm 40 may include a first coupler 74 that is positionedalong the longitudinal length of the trailing arm 40. The first coupler74 is operable to allow the suspension member 70 to pivot relative tothe trailing arm 40. For example, the first coupler 74 may includevarious types of joints including a ball joint or any other joint orcombination of joints that facilitate pivoting of the suspension member70 relative to the trailing arm 40. In some embodiments, the firstcoupler 274 includes a bearing carrier or hub. A second coupler 76 maybe positioned on the frame assembly 20 to which the second portion 72Bof the suspension member 70 is coupled and which is operable to allowthe suspension member 70 to pivot relative to the frame assembly 20. Forexample, the second coupler 76 may include a variety of joints includinga ball joint or any other joint or combination of joints that facilitatepivoting of the suspension member 70 relative to the frame assembly 20.In some embodiments, the suspension member 70 may include an actuatorthat allows for active control of toe of the rear ground-engagingmembers 14 (e.g., pneumatic, motor, and so forth). Furthermore, it isunderstood that an actuator may be coupled to the suspension members 70allowing for active control of toe of the rear ground-engaging members14 (e.g., coupled between the suspension member 70 and the frameassembly 20 or coupled between the suspension members 70 on each side ofthe vehicle 10).

Referring still to FIGS. 8 and 9 , the rear suspension assembly 26includes the shock absorbers 48. The shock absorbers 48 are coupledbetween the trailing arm 40 and the frame assembly 20 (FIG. 2 ). Thepositions at which the shock absorber 48 is coupled to the trailing arm40 and the suspension member 70 is coupled to the trailing arm 40 aredifferent positions. For example, the position at which the shockabsorber 48 is coupled to the trailing arm 40 is longitudinally spacedfrom the position at which the suspension member 70 is coupled to thetrailing arm 40. The shock absorber 48 is coupled to the frame assembly20 at a position spaced from the coupling position of the suspensionmember 70 to the frame assembly 20. For example, the shock absorber 48may be coupled to the frame assembly 20 at or near a rear cargo area 28and the suspension member 70 is coupled to the frame assembly at or nearlower frame members. Both coupling positions are outside of any envelopedefined by the powertrain assembly 16 so as to not interfere with theoperation or location of any powertrain component. For example, thecoupling position of shock absorber 48 to frame 20 may be positioned atleast vertically higher than an upper surface of an engine of thepowertrain assembly 16 while the coupling position of suspension member70 to frame 20 may be positioned at least laterally outward of theengine.

Referring more specifically to FIG. 11 , the first coupler 58 of thetrailing arm 40 is shown positioned at a forward end of the firstlongitudinal portion 67 of the trailing arm 40. The first radius rod 42is shown with a coupling position 43 at which the first radius rod 42couples to the frame assembly 20. A plane P is illustrated extendingbetween the first coupler 58 of the trailing arm 40 and the couplingposition 43 of the first radius rod 42, the plane extending vertically(i.e., as illustrated in the top view of FIG. 11 , into and out of thepage). The suspension member 70 couples to the frame assembly 20 at thesecond coupler 76, wherein the second coupler 76 is positioned within oradjacent the plane P defined between the first coupler 58 of thetrailing arm 40 and the coupling position 43 of the first radius rod 42.For example, the second coupler 76 is coupled to the frame assembly 20such that the distance between the second coupler 76 of the suspensionmember 70 and the nearest point on the plane P is about 1:12 of thedistance from the first coupler 58 of the trailing arm and the couplingposition 43 of the first radius rod 42 which define the plane P. Variousrations of the distances described above are contemplated includingabout 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55, 1:60, orless. In some embodiments, another way of defining the relative positionof the second coupler 76 with respect to components of the rearsuspension assembly 26 includes defining a zone Z within which thesecond coupler 76 is positioned. The zone Z is defined as a space asviewed from above and bounded by the trailing arm 40, the upper radiusrod 42, and an interior edge defined between the front end of thetrailing arm and the inner end of the upper radius rod as viewed fromabove (i.e., the plane P described previously). The second coupler 76 ispositioned within the zone Z adjacent the interior edge (i.e., the planeP).

As illustrated in FIG. 11 , the shock absorber 48 is coupled to thetrailing arm 40 rearward of the joint 68. In some embodiments, the shockabsorber 48 is coupled between a longitudinal midpoint of the secondlongitudinal portion 69 of the trailing arm 40 and the joint 68. Theplacement of the coupling between the shock absorber 48 and the trailingarm 40 in combination with the first coupler 74 of the suspension member70 to the trailing arm 40 provides control of toe of the rearground-engaging members 14. In some embodiments, the first coupler 74 ofthe suspension member 70 is spaced from the joint 68 between the firstand second longitudinal portions 67, 69 approximately the same distanceas the coupling of the shock absorber 48 to the trailing arm 40 isspaced from the joint 68.

Referring to FIGS. 16-25 , the embodiment of FIG. 8 is illustrated withthe rear suspension assembly 26 in various positions through the travelof the rear suspension assembly 26 (i.e., through travel of the shockabsorber 48 in loaded, unloaded, and partially loaded conditions). FIGS.16-20 show views of the rear suspension assembly 26 through its travelfrom a front view, and FIGS. 21-25 show views of the rear suspensionassembly 26 through its corresponding travel from a top view. In otherwords, the position of the rear suspension assembly 26 of FIG. 16corresponds with the position of the rear suspension assembly 26 of FIG.21 , the position of the rear suspension assembly 26 of FIG. 17corresponds with the position of the rear suspension assembly 26 of FIG.22 , the position of the rear suspension assembly 26 of FIG. 18corresponds with the position of the rear suspension assembly 26 of FIG.23 , the position of the rear suspension assembly 26 of FIG. 19corresponds with the position of the rear suspension assembly 26 of FIG.24 , and the position of the rear suspension assembly 26 of FIG. 20corresponds with the position of the rear suspension assembly 26 of FIG.25 . Although the frame assembly 20 is not shown in these figures, it isunderstood that the coupling positions of the rear suspension assembly26 to the frame assembly 20 (e.g., coupling position 43, at firstcoupler 58, and at second coupler 76) represent the correct positions ofthe couplings (e.g., those positions are substantially static) and otherportions and/or components of the rear suspension assembly 26 move withrespect to the frame assembly 20.

FIGS. 16 and 21 illustrate the rear suspension assembly 26 in asubstantially unloaded state. As discussed, the coupling positions atwhich the rear suspension assembly 26 is coupled to the frame assembly20 are substantially static. The toe of the rear ground-engaging members14 is generally neutral or zero (or at a predetermined toe such as plusor minus three degrees) when the rear suspension assembly 26 is in asubstantially unloaded state (and throughout the loading process, asillustrated in FIGS. 17-20 and 22-25 ). The joint 68 between the firstand second longitudinal portions 67, 69 of the trailing arm 40 allowsthe second longitudinal portion 69 to have a substantially fixedconfiguration relative to the rear ground-engaging member 14 while thefirst longitudinal portion 67 pivots generally laterally at the joint 68and relative to the first coupler 58 to adjust for positional adjustmentof other components of the rear suspension assembly 26. This pivotingand moving of the first longitudinal portion 67 can be appreciated inthe remaining FIGS. 17-20 and 22-25 . FIGS. 17-19 and 22-24 show aprogression of the rear suspension assembly 26 through loading of therear suspension assembly 26 until the rear suspension assembly 26 isillustrated in a fully loaded state in FIGS. 20 and 25 .

As the suspension is loaded, the suspension member 70 pivots relative tothe frame assembly 20 and the trailing arm 40 in order to constrain thetrailing arm in a configuration that maintains the rear ground-engagingmember 14 in a neutral toe configuration (or at a predetermined toe suchas plus or minus three degrees) while permitting the remainingcomponents of the rear suspension assembly 26 to pivot and move asappropriate to travel during loading and unloading. The relativepositioning of the coupling positions (e.g., the joint 68, the firstcoupler 74 of the suspension member 70, and the coupling of the shockabsorber 48 to the trailing arm 40) is operable to adjust thesensitivity of the toe control of suspension member 70. As mentioned,the relative position of the second coupler 76 relative to the couplingposition 43 of the first radius rod 42 and the first coupler 58 of thetrailing arm 40 is operable to adjust the sensitivity of the toe controlof suspension member 70. It is noted that in some embodiments, the toeof the rear ground-engaging member 14 may not be such that the rearground-engaging member 14 are exactly parallel to each other, however,the toe of the rear ground-engaging members 14 is constrained to lessthan five degrees off-axis of the desired longitudinal axis of the rearground-engaging members 14 as the rear suspension assembly 26 travelsthrough varying levels of loading (e.g., compression and decompressionof the shock absorbers 48).

Referring now to FIGS. 26-42 , another embodiment of a rear suspensionassembly 126 is provided. Referring more specifically to FIG. 26 , aschematic of the rear suspension assembly 126 is illustrated in whichthe rear suspension assembly 126 is coupled to rear ground-engagingmembers 14. The rear suspension assembly 126 of this embodiment includesa trailing arm 140 with a first longitudinal portion 167 and a secondlongitudinal portion 169 coupled at a joint 168. The rear suspensionassembly 126 includes an upper or first radius rod 142 coupled to thesecond longitudinal portion 169 of the trailing arm and a lower orsecond radius rod 144 coupled to the second longitudinal portion 169 ofthe trailing arm 140 at a position vertically lower than the couplingposition of the first radius rod 142.

FIG. 27 illustrates a side schematic view of the embodiment of FIG. 26which includes a shock absorber 148 coupled to the second longitudinalportion 169 of the trailing arm 140 at a position longitudinallyrearward of the joint 168. The rear suspension assembly 126 includes asuspension member 170 that is coupled to the second longitudinal portion169 of the trailing arm 140 forward of and longitudinally spaced fromthe coupling position of the shock absorber 148 to the secondlongitudinal portion 169. The suspension member 170 is coupled to thesecond longitudinal portion 69 at a first coupler 174 that islongitudinally rearward of the joint 168 and forward of the position atwhich the shock absorber 148 is coupled to the trailing arm 140. Thesuspension member 170 extends from the trailing arm 140 at an anglegreater than zero degrees relative to the trailing arm 140, for examplelaterally inward and longitudinally forward (see FIGS. 28-33 ).

Referring to FIG. 29 , the rear suspension assembly 126 is illustratedfrom a top view. The first portion 172A of the suspension member 170 iscoupled to the second longitudinal portion 167 of the trailing arm 140(e.g., at the first coupler 174). A second coupler 176 may be positionedon the frame assembly 20 to which the second portion 1726 of thesuspension member 170 is coupled and which is operable to allow thesuspension member 170 to pivot relative to the frame assembly 20. Insome embodiments, the suspension member 170 may include an actuator thatallows for active control of toe of the rear ground-engaging members 14(e.g., pneumatic, motor, and so forth).

Referring still to FIG. 29 , the first coupler 158 of the trailing arm140 is shown positioned at a forward end of the first longitudinalportion 167 of the trailing arm 140. The first radius rod 142 is shownwith a coupling position 143 at which the first radius rod 142 couplesto the frame assembly 20. A plane P is illustrated extending between thefirst coupler 158 of the trailing arm 140 and the coupling position 143of the first radius rod 142, the plane extending vertically into and outof the page. The suspension member 170 couples to the frame assembly 120at the second coupler 176, wherein the second coupler 176 is positionedwithin or adjacent the plane P defined between the first coupler 158 ofthe trailing arm 140 and the coupling position 143 of the first radiusrod 142. For example, the second coupler 176 is coupled to the frameassembly 20 such that the distance between the second coupler 176 of thesuspension member 170 and the nearest point on the plane P is about 1:12of the distance from the first coupler 158 of the trailing arm and thecoupling position 143 of the first radius rod 142 which define the planeP. Various rations of the distances described above are contemplatedincluding about 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55,1:60, or less. In some embodiments, another way of defining the relativeposition of the second coupler 176 with respect to components of therear suspension assembly 126 includes defining a zone Z within which thesecond coupler 176 is positioned. The zone Z is defined as a space asviewed from above and bounded by the trailing arm 140, the first radiusrod 142, and an interior edge defined between the front end of thetrailing arm 140 and the inner end of the first radius rod 142 as viewedfrom above (i.e., the plane P described previously). The second coupler176 is positioned within the zone Z adjacent the interior edge (i.e.,the plane P).

As illustrated in FIG. 29 , the shock absorber 148 is coupled to thetrailing arm 140 rearward of the joint 168. In some embodiments, theshock absorber 148 is coupled between a longitudinal midpoint of thesecond longitudinal portion 169 of the trailing arm 140 and the secondcoupler 160 to the rear ground-engaging member 14 (in some embodimentscloser to the longitudinal midpoint than to the second coupler 160). Theplacement of the coupling between the shock absorber 148 and thetrailing arm 140 in combination with the first coupler 174 of thesuspension member 170 to the trailing arm 140 provides control of toe ofthe rear ground-engaging members 14. In some embodiments, the firstcoupler 174 includes a bearing carrier or hub.

Referring to FIGS. 34-42 , the embodiment of FIG. 26 is illustrated withthe rear suspension assembly 126 in various positions through the travelof the rear suspension assembly 126 (i.e., through travel of the shockabsorber 148 in loaded, unloaded, and partially loaded conditions).FIGS. 34-38 show views of the rear suspension assembly 126 through itstravel from a frontal view, and FIGS. 39-42 show views of the rearsuspension assembly 126 through its travel from a top view. The positionof the rear suspension assembly 126 of FIG. 34 corresponds with theposition of the rear suspension assembly 126 of FIG. 39 , the positionof the rear suspension assembly 126 of FIG. 35 corresponds with theposition of the rear suspension assembly 126 of FIG. 40 , the positionof the rear suspension assembly 126 of FIG. 36 corresponds with theposition of the rear suspension assembly 126 of FIG. 41 , and theposition of the rear suspension assembly 126 of FIG. 37 corresponds withthe position of the rear suspension assembly 126 of FIG. 42 . Althoughthe frame assembly 20 is not shown in these figures, it is understoodthat the coupling positions of the rear suspension assembly 126 to theframe assembly 20 (e.g., coupling position 143, first coupler 158, andsecond coupler 176) represent the correct positions of the couplings(e.g., those positions are substantially static) and the rear suspensionassembly 126 moves with respect to the frame assembly 20.

FIGS. 34 and 39 illustrate the rear suspension assembly 126 in asubstantially unloaded state. As discussed, the coupling positions atwhich the rear suspension assembly 126 is coupled to the frame assembly20 are substantially static. The toe of the rear ground-engaging members14 is generally neutral or zero (or at a predetermined toe such as plusor minus three degrees) when the rear suspension assembly 126 is in asubstantially unloaded state. The joint 168 between the first and secondlongitudinal portions 167, 169 of the trailing arm 140 allows the secondlongitudinal portion 169 to have a substantially fixed configurationrelative to the rear ground-engaging member 14 while the firstlongitudinal portion 167 pivots generally laterally at the joint 168 andrelative to the first coupler 158 to adjust for positional adjustment ofother components of the rear suspension assembly 126. This pivoting andmoving of the first longitudinal portion 167 can be appreciated in theremaining FIGS. 35-38 and 40-42 . FIGS. 35-37 and 40-42 show aprogression of the rear suspension assembly 126 through loading of therear suspension assembly 126 until the rear suspension assembly 26 isillustrated in a fully loaded state in FIG. 38 .

As the suspension is loaded, the suspension member 170 pivots relativeto the frame assembly 20 and the trailing arm 140 in order to constrainthe trailing arm in a configuration that maintains the rearground-engaging member 14 in a neutral toe configuration (or at apredetermined toe such as plus or minus three degrees) while permittingthe remaining components of the rear suspension assembly 126 to pivotand move as appropriate to travel during loading and unloading. Therelative positioning of the coupling positions (e.g., the joint 168, thefirst coupler 174 of the suspension member 170, and the coupling of theshock absorber 148 to the trailing arm 140) is operable to adjust thesensitivity of the toe control of suspension member 170. As mentioned,the relative position of the second coupler 176 relative to the couplingposition 143 of the first radius rod 142 and the first coupler 158 ofthe trailing arm 40 is operable to adjust the sensitivity of the toecontrol of suspension member 170. It is noted that in some embodiments,the toe of the rear ground-engaging member 14 may not be such that therear ground-engaging member 14 are exactly parallel to each other,however, the toe of the rear ground-engaging members 14 is constrainedto less than five degrees off-axis of the desired longitudinal axis ofthe rear ground-engaging members 14 as the rear suspension assembly 126travels through varying levels of loading (e.g., compression anddecompression of the shock absorbers 148).

Referring now to FIGS. 43-60 , another embodiment of a rear suspensionassembly 226 is provided. Referring more specifically to FIG. 43 , aschematic of the rear suspension assembly 226 is illustrated in whichthe rear suspension assembly 226 is coupled to rear ground-engagingmembers 14. The rear suspension assembly 226 of this embodiment includesa trailing arm 240 with a first longitudinal portion 267 and a secondlongitudinal portion 269. The trailing arm 240 is coupled to a hub 261at a joint 268. In some embodiments, the joint 268 is positioned at alongitudinal position aligned with the center of the rear groundengaging member 14. The rear suspension assembly 226 includes an upperor first radius rod 242 coupled to the hub 161 at a positionlongitudinally rearward of the coupling of the trailing arm 240 to thehub 241 (e.g., rearward of the center of the rear ground engaging member14) and a lower or second radius rod 244 coupled to the second the hub161 at a position vertically lower than the coupling position of thefirst radius rod 242 and longitudinally rearward of the coupling of thetrailing arm 240 to the hub 241 (e.g., rearward of the center of therear ground engaging member 14).

FIG. 44 illustrates a side schematic view of the embodiment of FIG. 43which includes a shock absorber 248 coupled to the second longitudinalportion 269 of the trailing arm 240 at a position longitudinallyrearward of a coupling of a suspension member 270 to the trailing arm240. Thus, the suspension member 270 is coupled to the trailing arm 240forward of and longitudinally spaced from the coupling position of theshock absorber 248 to the second longitudinal portion 269. Thesuspension member 270 is coupled to the trailing arm 240 at a firstcoupler 274 that is longitudinally forward of the position at which theshock absorber 248 is coupled to the trailing arm 240. The coupling ofthe suspension member 270 and the shock absorber 248 are bothlongitudinally forward of the joint 268 at which the trailing arm 240 iscoupled to the hub 241. The suspension member 270 extends from thetrailing arm 240 at an angle greater than zero degrees, for examplelaterally inward and longitudinally forward (see FIGS. 45- 49 ) relativeto the trailing arm 240. In some embodiments, the joint 268 includes abearing carrier or hub.

Referring for FIG. 46 , the rear suspension assembly 226 is illustratedfrom a top view. The first portion 272A of the suspension member 270 iscoupled to the trailing arm 270 at a position between the first andsecond longitudinal portions 267, 269 (e.g., the first longitudinalportion 267 being positioned forward of the coupling of the suspensionmember 270 to the trailing arm 240 and the second longitudinal portion269 being positioned rearward of the coupling of the suspension member270 to the trailing arm 240). A second coupler 276 may be positioned onthe frame assembly 20 to which the second portion 272B of the suspensionmember 270 is coupled and which is operable to allow the suspensionmember 270 to pivot relative to the frame assembly 20. In someembodiments, the suspension member 70 may include an actuator thatallows for active control of toe of the rear ground-engaging members 14(e.g., pneumatic, motor, and so forth).

Referring still to FIG. 46 , the first radius rod 242 is shown with acoupling position 243 at which the first radius rod 242 couples to theframe assembly 20. A plane P is illustrated extending between the firstcoupler 258 of the trailing arm 240 and the coupling position 243 of thefirst radius rod 242, the plane P extending vertically into and out ofthe page. The suspension member 270 couples to the frame assembly 20 atthe second coupler 276, wherein the second coupler 276 is positionedwithin or adjacent the plane P defined between the first coupler 258 ofthe trailing arm 240 and the coupling position 243 of the first radiusrod 242. For example, the second coupler 276 is coupled to the frameassembly 20 such that the distance between the second coupler 276 of thesuspension member 270 and the nearest point on the plane P is about 1:12of the distance from the first coupler 258 of the trailing arm and thecoupling position 243 of the first radius rod 242 which define the planeP. Various rations of the distances described above are contemplatedincluding about 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45, 1:50, 1:55,1:60, or less. In some embodiments, another way of defining the relativeposition of the second coupler 276 with respect to components of therear suspension assembly 226 includes defining a zone Z within which thesecond coupler 276 is positioned. The zone Z is defined as a space asviewed from above and bounded by the trailing arm 240, the first radiusrod 242, and an interior edge defined between the front end of thetrailing arm and the inner end of the upper radius rod as viewed fromabove (i.e., the plane P described previously). The second coupler 276is positioned within the zone Z adjacent the interior edge (i.e., theplane P).

As illustrated in FIG. 46 , the shock absorber 248 is coupled to thetrailing arm 240 rearward of the position at which the suspension member270 couples to the trailing arm 240. In some embodiments, the shockabsorber 248 is coupled between a longitudinal midpoint of the secondlongitudinal portion 269 of the trailing arm 240 and the position atwhich the suspension member 270 couples to the trailing arm 240 (in someembodiments closer to the position at which the suspension member 270couples to the trailing arm 240 than to the longitudinal midpoint). Theplacement of the coupling between the shock absorber 248 and thetrailing arm 240 in combination with the first coupler 274 of thesuspension member 270 to the trailing arm 240 provides control of toe ofthe rear ground-engaging members 14. The lengths of the first and secondlongitudinal portions 267, 269 are substantially equal to each other(within about 75% or more of each other).

Referring to FIGS. 51-60 , the embodiment of FIG. 43 is illustrated withthe rear suspension assembly 226 in various positions through the travelof the rear suspension assembly 226 (i.e., through travel of the shockabsorber 248 in loaded, unloaded, and partially loaded conditions).FIGS. 51-55 show views of the rear suspension assembly 126 through itstravel from a frontal view, and FIGS. 56-60 show views of the rearsuspension assembly 226 through its travel from a top view. The positionof the rear suspension assembly 226 of FIG. 51 corresponds with theposition of the rear suspension assembly 226 of FIG. 56 , the positionof the rear suspension assembly 226 of FIG. 52 corresponds with theposition of the rear suspension assembly 226 of FIG. 57 , the positionof the rear suspension assembly 226 of FIG. 53 corresponds with theposition of the rear suspension assembly 226 of FIG. 58 , the positionof the rear suspension assembly 226 of FIG. 54 corresponds with theposition of the rear suspension assembly 26 of FIG. 59 , and theposition of the rear suspension assembly 226 of FIG. 55 corresponds withthe position of the rear suspension assembly 26 of FIG. 60 . Althoughthe frame assembly 20 is not shown in these figures, it is understoodthat the coupling positions of the rear suspension assembly 226 to theframe assembly 20 (e.g., coupling position 243, first coupler 258, andsecond coupler 276) represent the correct positions of the couplings(e.g., those positions are substantially static) and the rear suspensionassembly 226 moves with respect to the frame assembly 20.

FIGS. 51 and 56 illustrate the rear suspension assembly 226 in asubstantially unloaded state. As discussed, the coupling positions atwhich the rear suspension assembly 226 is coupled to the frame assembly20 are substantially static. The toe of the rear ground-engaging members14 is generally neutral or zero (or at a predetermined toe such as plusor minus three degrees) when the rear suspension assembly 226 is in asubstantially unloaded state. The trailing arm 240 pivots with respectto hub 241 at the joint 268. This pivoting and moving of the trailingarm 240 can be appreciated in the remaining FIGS. 52-55 and 57-60 .FIGS. 52-54 and 57-59 show a progression of the rear suspension assembly126 through loading of the rear suspension assembly 126 until the rearsuspension assembly 226 is illustrated in a fully loaded state in FIGS.55 and 60 .

As the suspension is loaded, the suspension member 270 pivots relativeto the frame assembly 20 and the trailing arm 240 in order to constrainthe trailing arm 240 in a configuration that maintains the rearground-engaging member 14 in a neutral toe configuration (or at apredetermined toe such as plus or minus three degrees) while permittingthe remaining components of the rear suspension assembly 226 to pivotand move as appropriate to travel during loading and unloading. Therelative positioning of the coupling positions (e.g., the first coupler274 of the suspension member 270, and the coupling of the shock absorber248 to the trailing arm 240) is operable to adjust the sensitivity ofthe toe control of suspension member 270. As mentioned, the relativeposition of the second coupler 276 relative to the coupling position 243of the first radius rod 242 and the first coupler 258 of the trailingarm 240 is operable to adjust the sensitivity of the toe control ofsuspension member 270. It is noted that in some embodiments, the toe ofthe rear ground-engaging member 14 may not be such that the rearground-engaging member 14 are exactly parallel to each other, however,the toe of the rear ground-engaging members 14 is constrained to lessthan degrees off-axis of the desired longitudinal axis of the rearground-engaging members 14 as the rear suspension assembly 226 travelsthrough varying levels of loading (e.g., compression and decompressionof the shock absorbers 48).

Referring now to FIGS. 61-77 , another embodiment of a rear suspensionassembly 326 is provided. Referring more specifically to FIG. 62 , aschematic of the rear suspension assembly 326 is illustrated in whichthe rear suspension assembly 326 is coupled to rear ground-engagingmembers 14. The rear suspension assembly 326 of this embodiment includesa trailing arm 340 with a first longitudinal portion 367 and a secondlongitudinal portion 369 coupled at a joint 368. The rear suspensionassembly 326 includes an upper or first radius rod 342 coupled to thesecond longitudinal portion 369 of the trailing arm and a lower orsecond radius rod 344 coupled to the second longitudinal portion 369 ofthe trailing arm 340 at a position vertically lower than the couplingposition of the first radius rod 342.

FIG. 63 illustrates a side schematic view of the embodiment of FIG. 62which includes a shock absorber 348 coupled to the second longitudinalportion 369 of the trailing arm 340 at a position longitudinallyrearward of the joint 368. The rear suspension assembly 326 includes asuspension member 370 that is coupled to the second longitudinal portion369 of the trailing arm 340 forward of and longitudinally spaced fromthe coupling position of the shock absorber 348 to the secondlongitudinal portion 369. The suspension member 370 is coupled to thesecond longitudinal portion 369 at a first coupler 374 that islongitudinally proximate or at the joint 368 and forward of the positionat which the shock absorber 348 is coupled to the trailing arm 340. Thesuspension member 370 extends from the trailing arm 340 at an anglegreater than zero degrees, for example laterally inward andlongitudinally forward (see FIGS. 45-49 ) relative to the trailing arm340. In some embodiments, the first coupler 374 includes a bearingcarrier or hub.

Referring to FIG. 64 , the rear suspension assembly 326 is illustratedfrom a top view. The first portion 372A of the suspension member 370 iscoupled to the trailing arm 370 at the joint 368 between the first andsecond longitudinal portions 367, 369 (e.g., at the first coupler 374which is positioned on the joint 368). A second coupler 376 may bepositioned on the frame assembly 20 to which the second portion 372B ofthe suspension member 370 is coupled and which is operable to allow thesuspension member 370 to pivot relative to the frame assembly 20. Insome embodiments, the suspension member 70 may include an actuator thatallows for active control of toe of the rear ground-engaging members 14(e.g., pneumatic, motor, and so forth).

Referring still to FIG. 64 , the first radius rod 342 is shown with acoupling position 343 at which the first radius rod 342 couples to theframe assembly 20. A plane P is illustrated extending between the firstcoupler 358 of the trailing arm 340 and the coupling position 343 of thefirst radius rod 342, the plane extending vertically into and out of thepage. The suspension member 370 couples to the frame assembly 20 at thesecond coupler 376, wherein the second coupler 376 is positioned withinor adjacent the plane P defined between the first coupler 358 of thetrailing arm 340 and the coupling position 343 of the first radius rod342. For example, the second coupler 376 is coupled to the frameassembly 320 such that the distance between the second coupler 376 ofthe suspension member 370 and the nearest point on the plane P is about1:12 of the distance from the first coupler 358 of the trailing arm andthe coupling position 343 of the first radius rod 342 which define theplane P. Various rations of the distances described above arecontemplated including about 1:15, 1:20, 1:25, 1:30, 1:35, 1:40, 1:45,1:50, 1:55, 1:60, or less. In some embodiments, another way of definingthe relative position of the second coupler 376 with respect tocomponents of the rear suspension assembly 326 includes defining a zoneZ within which the second coupler 376 is positioned. The zone Z isdefined as a space as viewed from above and bounded by the trailing arm340, the first radius rod 342, and an interior edge defined between thefront end of the trailing arm and the inner end of the upper radius rodas viewed from above (i.e., the plane P described previously). Thesecond coupler 376 is positioned within the zone Z adjacent the interioredge (i.e., the plane P).

As illustrated in FIG. 64 , the shock absorber 348 is coupled to thetrailing arm 340 rearward of the joint 368. In some embodiments, theshock absorber 348 is coupled between a longitudinal midpoint of thesecond longitudinal portion 369 of the trailing arm 340 and the joint368 (in some embodiments closer to the joint 368 than to thelongitudinal midpoint). The placement of the coupling between the shockabsorber 348 and the trailing arm 340 in combination with the firstcoupler 374 of the suspension member 370 to the trailing arm 340provides control of toe of the rear ground-engaging members 14.

Referring to FIGS. 69-77 , the embodiment of FIG. 61 is illustrated withthe rear suspension assembly 326 in various positions through the travelof the rear suspension assembly 326 (i.e., through travel of the shockabsorber 348 in loaded, unloaded, and partially loaded conditions).FIGS. 69-73 show views of the rear suspension assembly 326 through itstravel from a frontal view, and FIGS. 74-77 show views of the rearsuspension assembly 326 through its travel from a top view. The positionof the rear suspension assembly 326 of FIG. 69 corresponds with theposition of the rear suspension assembly 326 of FIG. 74 , the positionof the rear suspension assembly 326 of FIG. 70 corresponds with theposition of the rear suspension assembly 326 of FIG. 75 , the positionof the rear suspension assembly 326 of FIG. 71 corresponds with theposition of the rear suspension assembly 326 of FIG. 76 , the positionof the rear suspension assembly 326 of FIG. 72 corresponds with theposition of the rear suspension assembly 326 of FIG. 77 . Although theframe assembly 20 is not shown in these figures, it is understood thatthe coupling positions of the rear suspension assembly 326 to the frameassembly 20 (e.g., coupling position 343, first coupler 358, and secondcoupler 376) represent the correct positions of the couplings (e.g.,those positions are substantially static) and the rear suspensionassembly 326 moves with respect to the frame assembly 20.

FIGS. 69 and 74 illustrate the rear suspension assembly 326 in asubstantially unloaded state. As discussed, the coupling positions atwhich the rear suspension assembly 326 is coupled to the frame assembly20 are substantially static. The toe of the rear ground-engaging members14 is generally neutral or zero (or at a predetermined toe such as plusor minus three degrees) when the rear suspension assembly 326 is in asubstantially unloaded state. The joint 368 between the first and secondlongitudinal portions 367, 369 of the trailing arm 340 allows the secondlongitudinal portion 369 to have a substantially fixed configurationrelative to the rear ground-engaging member 14 while the firstlongitudinal portion 367 pivots generally laterally at the joint 368 andrelative to the first coupler 358 to adjust for positional adjustment ofother components of the rear suspension assembly 326. This pivoting andmoving of the first longitudinal portion 367 can be appreciated in theremaining Figs., as well as a progression of the rear suspensionassembly 326 through loading of the rear suspension assembly 326 untilthe rear suspension assembly 326.

As the suspension is loaded, the suspension member 370 pivots relativeto the frame assembly 20 and the trailing arm 340 in order to constrainthe trailing arm 340 in a configuration that maintains the rearground-engaging member 14 in a neutral toe configuration (or at apredetermined toe such as plus or minus three degrees) while permittingthe remaining components of the rear suspension assembly 326 to pivotand move as appropriate to travel during loading and unloading. Therelative positioning of the coupling positions (e.g., the joint 368, thefirst coupler 374 of the suspension member 370, and the coupling of theshock absorber 348 to the trailing arm 340) is operable to adjust thesensitivity of the toe control of suspension member 370. As mentioned,the relative position of the second coupler 376 relative to the couplingposition 343 of the first radius rod 342 and the first coupler 358 ofthe trailing arm 340 is operable to adjust the sensitivity of the toecontrol of suspension member 370. It is noted that in some embodiments,the toe of the rear ground-engaging member 14 may not be such that therear ground-engaging member 14 are exactly parallel to each other,however, the toe of the rear ground-engaging members 14 is constrainedto less than five degrees off-axis of the desired longitudinal axis ofthe rear ground-engaging members 14 as the rear suspension assembly 326travels through varying levels of loading (e.g., compression anddecompression of the shock absorbers 348).

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A utility vehicle, comprising: a frame assemblyextending longitudinally along a centerline of the vehicle; at least onefront ground-engaging member supporting the frame assembly; at least onerear ground-engaging member supporting the frame assembly; and a rearsuspension assembly operably coupled to the frame assembly and the atleast one rear ground-engaging member, the rear suspension assemblycomprising: a trailing arm generally extending longitudinally andoperably coupled to the frame assembly and the at least one rearground-engaging member, the trailing arm including a joint along alongitudinal length of the trailing arm; an upper radius rod extendingin a generally lateral direction relative to the centerline of thevehicle and operably coupled to the trailing arm; a lower radius rodextending in the generally lateral direction relative to the centerlineof the vehicle and operably coupled to the trailing arm; and asuspension member configured to control toe of the at least one rearground-engaging member and operably coupled to the trailing arm and tothe frame assembly.
 2. The utility vehicle of claim 1, wherein thesuspension member is operably coupled to the trailing arm forward of thejoint.
 3. The utility vehicle of claim 1, wherein the suspension memberis operably coupled to the trailing arm rearward of the joint.
 4. Theutility vehicle of claim 1, wherein the suspension member includes afirst link positioned at least partially forward of a longitudinalmidpoint of the at least one ground engaging member and a second linkpositioned at least partially rearward of the longitudinal midpoint ofthe at least one ground engaging member, the suspension member beingcoupled to the first link forward of the a longitudinal midpoint of theat least one ground engaging member
 5. The utility vehicle of claim 1,wherein the suspension member is operably coupled to the trailing arm atthe joint.
 6. The utility vehicle of claim 1, wherein the joint includesone degree of freedom.
 7. The utility vehicle of claim 6, wherein thejoint includes a substantially vertical axis of rotation.
 8. The utilityvehicle of claim 1, wherein the rear suspension assembly includes ashock absorber having an upper end operably coupled to the frameassembly and a lower end operably coupled to the trailing arm rearwardof the joint.
 9. A utility vehicle, comprising: a frame assemblyextending longitudinally along a centerline of the vehicle; at least onefront ground-engaging member supporting the frame assembly; at least onerear ground-engaging member supporting the frame assembly; and a rearsuspension assembly operably coupled to the frame assembly and the atleast one rear ground-engaging member, the rear suspension assemblycomprising: a trailing arm generally extending longitudinally andincluding a front end operably coupled to the frame assembly and a rearend operably coupled to the at least one rear ground-engaging member; anupper radius rod extending in a generally lateral direction relative tothe centerline of the vehicle and including an outside end operablycoupled to the trailing arm and an inside end extending toward thecenterline of the vehicle; a lower radius rod extending in the generallylateral direction relative to the centerline of the vehicle and operablycoupled to the trailing arm; and a suspension member configured tocontrol toe of the at least one rear ground-engaging member and operablycoupled to the trailing arm and to the frame assembly at positionswithin a zone defined by the trailing arm, the upper radius rod, and aplane defined between the front end of the trailing arm and the innerend of the upper radius rod as viewed from above.
 10. The utilityvehicle of claim 9, wherein a distance between a position at which thesuspension member 70 is coupled to the frame and a nearest point on theplane P is about 1:12 of a distance from the front end of the trailingarm and the inner end of the upper radius rod which define the plane P.11. The utility vehicle of claim 9, wherein the trailing arm includes afirst longitudinal portion and a second longitudinal portion, the firstand second longitudinal portions are pivotable relative to each other ata joint.
 12. The utility vehicle of claim 11, wherein the joint includesone degree of freedom.
 13. The utility vehicle of claim 12, wherein thejoint defines a substantially vertical pivot axis.
 14. The utilityvehicle of claim 11, wherein the suspension member is coupled to thefirst longitudinal portion of the trailing arm.
 15. The utility vehicleof claim 11, wherein the suspension member is coupled to the secondlongitudinal portion of the trailing arm.
 16. The utility vehicle ofclaim 11, wherein the suspension member includes a first link positionedat least partially forward of a longitudinal midpoint of the at leastone ground engaging member and a second link positioned at leastpartially rearward of the longitudinal midpoint of the at least oneground engaging member, the suspension member being coupled to the firstlink forward of the a longitudinal midpoint of the at least one groundengaging member
 17. The utility vehicle of claim 11, wherein thesuspension member is coupled to the trailing arm at the joint.
 18. Theutility vehicle of claim 9, wherein at least one rear ground-engagingmember includes a knuckle, the trailing arm and the upper and lowerradius rods being coupled to the knuckle.
 19. The utility vehicle ofclaim 9, wherein the second longitudinal portion of the trailing arm isangled relative to the centerline of the vehicle at a fixed angle andthe rear suspension assembly is operable to maintain the secondlongitudinal portion at the fixed angle relative to the centerline ofthe vehicle through travel of the rear suspension assembly.